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Ottawa cycling group runs down 'sharrows'
by Dave Elmore 05 Jun '14

05 Jun '14

http://www.ottawasun.com/2014/06/04/ottawa-cycling-group-runs-down-sharrows Ottawa cycling group runs down 'sharrows' The expanded use of painted "sharrows" on busy roads doesn't impress a cycling group, even though the city believes the markings promote safety. "It's a bit of an excuse instead of building real biking infrastructure," Citizens for Safe Cycling VP Alex deVries said Wednesday. Sharrows remind motorists and cyclists to share the road. It's simply a picture of a bike with a couple of chevrons. Now there are even "super sharrows" that take up the entire lane of traffic and draw attention to the logo with a painted green box. Sharrows came up during a council transportation committee meeting Wednesday as staff updated politicians on cycling infrastructure and programs. City staff said they have received positive feedback on sharrows, which also act as a communication tool to tell motorists that cyclists are also using the road. However, Citizens for Safe Cycling opposes sharrows. deVries said there is no proof sharrows provide a safety benefit to cyclists and that the resources could be better spent on enhanced cycling infrastructure. "Part of the problem is they're new infrastructure that people don't understand," deVries said. In 2013 Ottawa driving schools received information packages on various cycling programs, including the use of sharrows. The city has also distributed posters and information cards on the markings. Some sharrows are being painted on roads with fast traffic and cyclists might think they must ride where the markings are painted, deVries explained. The city says sharrows don't compel cyclists to ride in a particular spot in the lane. In one study of cycling injuries in Toronto and Vancouver, researchers at the University of British Columbia concluded sharrows pose an "increased risk" to cyclists. Cycling projects in Ottawa have picked up over the past three years. The city says it has spent $28 million on cycling programs this term of council and some councillors speculate it's actually been more with enhancements after road reconstruction. Judging by politicians' remarks Wednesday, the city should be doing even more. Beacon Hill-Cyrville Coun. Tim Tierney pushed staff to explain why cycling infrastructure wouldn't be installed during a reconstruction of Ogilvie Rd., where he says there's a "dark hole" of biking connections. Staff ballparked the extra cost at $3 million and said it's too expensive. Innes Coun. Rainer Bloess wants the city to promote more cycling events and Rideau-Vanier Coun. Mathieu Fleury wants cyclists to be given more consideration in planning construction zones.

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Sunday Bicycle Route Street Closures
by Beth McKechnie 05 Jun '14

05 Jun '14

To accompany the articles below, attached is a copy of the letter that was sent to homeowners regarding enforcement of the Sunday Bicycle Route Street Closures. While the bylaw is great, it doesn't make sense to remove the physical barricades, which are a relatively inexpensive and strong visual reminder that the roadway is closed to motorists on Sundays and holidays. (Also, the ability to enforce a bylaw is not the same as allocating the resources to do so.) The name could/should be changed from Sunday Bicycle Route Street Closures to Ciclovia Routes or Sunday Open Streets as the intent is to open the roadway for all non-motorized forms of travel/recreation -- walking, cycling, rollerblading, skateboarding -- and give them priority over motorists. (That's certainly the way it used to be on Scotia St when we bought a house there 20 years ago. It was like a mini-Ciclovia every Sunday.) cheers, Beth * * * * * Drivers' bike-route fines loom Bylaw would enforce Sunday road closings By: Oliver Sachgau *http://www.winnipegfreepress.com/local/drivers-bike-route-fines-loom-261932831.html <http://www.winnipegfreepress.com/local/drivers-bike-route-fines-loom-261932…>* Sunday drivers who just can't steer clear of four special streets blocked off during the summer months will be punished if they get caught. In the past, drivers had been discouraged from driving on Wellington Crescent, Wolseley Avenue, Scotia Street and Lyndale Drive on Sundays and holidays. But the proposed bylaw would make it an offence, and mean a ticket -- likely around $90. The bylaw would be in effect from Victoria Day to Thanksgiving, between 8 a.m. and 8 p.m., according to a letter from the city to residents in the areas the bike routes run through. Sally Gordon, who lives on Lyndale Drive, said she supports the proposed bylaw, as it would make biking safer for her, as well as kids in the neighbourhood. "We've got a lot of kids, young ones, just learning to bike. There's people that just come roaring down Lyndale like you wouldn't believe," Gordon said. Patrol Sgt. Kevin Cisaroski of the Winnipeg Police Service said the aim is to add bite to what's currently an unenforceable rule, giving police the power to respond to complaints. "This is the next step in the evolution of the bike-route program... rather than leaving it up to voluntary compliance," Cisaroski said. "The original bike routes weren't done by way of law. We couldn't do anything about it if people complained about non-compliance." If the bylaw goes through, Cisaroski said officers would patrol certain blocks and watch for offenders. He said police might offer a few weeks of education and hand out warnings instead of tickets. But he stressed that won't be considered until the bylaw is passed. If the bylaw is passed, the city would remove barricades that currently go up on days when the routes are up and replace them with more permanent signage. Winnipeg city councillor John Orlikow (River Heights), who proposed the bylaw, said it's important to him the bylaw gets passed quickly. "It's a great community place on Sundays, having a street that's safe. For one day (a week), making sure that cars are off that street is warranted," Orlikow said. "I grew up on Wellington Crescent, running cross-country with my dad or speedskating. Having one day where you can feel safe, I think it's a great thing." oliver.sachgau(a)freepress.mb.ca Republished from the Winnipeg Free Press print edition June 5, 2014 B2 * * * * * CBC coverage: http://www.cbc.ca/news/canada/manitoba/winnipeg-bylaw-to-make-driving-on-4-…

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WFP: Public works committee OKs school-zone bylaw (Jun4'14)
by Beth McKechnie 05 Jun '14

05 Jun '14

Public works committee OKs school-zone bylaw By: Aldo Santin <http://greenactioncentre.ca/support/become-a-member/> http://www.winnipegfreepress.com/local/Public-works-committee-OKs-school-zo… A proposed bylaw to reduce vehicle speeds around some elementary schools is going to city council with the support of a civic committee. Members of public works voted unanimously Tuesday in support of the new bylaw, which will lower speed limits around some kindergarten-to-Grade 6 schools to 30 kilometres per hour. "This is a good first step," Coun. Jenny Gerbasi said. Committee chairman Coun. Justin Swandel said he didn't think speed is a safety concern around Winnipeg schools but added the bylaw "is probably a good thing." If approved by council later this month, the bylaw would come into effect for the start of the 2014-2015 school year, lowering speeds around specific elementary schools between the hours of 7 a.m.-5:30 p.m., from September to June. The lower speeds would not apply to regional streets adjacent to schools. The bylaw applies to 171 schools, leaving out about 50 schools because of requirements where signs must be placed. Coun. Harvey Smith told the committee he thought the bylaw should be expanded to include parks. However, public works directors Brad Sacher said the bylaw can't be expanded to include other areas without amendments to provincial legislation. Council approved the principles supporting lowered speed limits around elementary schools in July 2012 and set aside $1 million for signage. However, before Winnipeg could implement the change, the city had to wait for the province to amend legislation -- which it did in September 2013 -- giving municipalities the authority to lower the speed limits around schools to 30 km/h. Mayor Sam Katz had promised to have the bylaw in place before the end of 2013 but Sacher said writing the bylaw was a complex procedure that included identifying every school and street that will be affected.

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Active Transportation - linking Winnipeg to the Capital Region
by Beth McKechnie 05 Jun '14

05 Jun '14

*From:* Janice Lukes [mailto:jlukes@shaw.ca] *Sent:* Wednesday, June 04, 2014 7:51 AM *Subject:* Active Transportation - linking Winnipeg to the Capital Region Good morning! Many local active transportation representatives participated in the Manitoba Capital Region <http://leadingmanitoba.ca/default.asp> Transportation Master Plan consultation process - and provided input on improving connectivity to and from the Capital Region. The Transportation Plan will be ‘launched’: *Tuesday, June 10, 2014*9:00a.m. – 1:00p.m. REGISTRATION DETAILS: click here <http://www.manitobacapitalregion.ca/notices_detail.asp?notice_ID=220> As Manitoba moves forward in becoming a multi modal global transportation hub <http://www.centreportcanada.ca/about-us> – results of this study and how active transportation is dealt with should be very interesting. *Chris Lorenc, president of the heavy construction association, commended the province for its continued role in developing CentrePort. He predicted that Canada's first inland port "will have the impact of magnificently transforming Manitoba's economy into a global trading powerhouse." Free Press <http://www.winnipegfreepress.com/local/highway-renewal-to-proceed-ashton-13…>* *Yes – the power ALL kinds of transportation!* *Thanks* *Janice Lukes*

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New proposal for Parcel 4 at The Forks
by Beth McKechnie 04 Jun '14

04 Jun '14

New Proposal for Parcel 4 at the Forks Winnipeg, MB, Canada / 680 CJOB - Winnipeg's News & Information Leader CJOB Team Coverage <cjobnews(a)cjob.com> June 04, 2014 05:25 am http://www.cjob.com/2014/06/04/future-the-forks-parcel-4-decided/ The last piece of undeveloped land at the Forks could be transformed into two parking structures, housing, some retail and plenty of Green space that will also link the site to downtown. It’s an ambitious plan that will transform the surface parking lots known as “Parcel 4″ opposite the new Canadian Museum for Human Rights. That’s the land near Shaw Park that was put forward as a possible sight for the controversial hotel and water park plan that was eventually killed by city council. Some details of this new plan are still being worked out and there will still be another round of public consultations before anything is finalized. The plan also needs approval from the City of Winnipeg. Forks North Portage Partnership President and CEO Jim August says the idea is that the retail will include market style shops and the site would also include a link to Upper Fort Garry under construction south of Broadway on Main. And August says they want to push more pedestrians through the Portage and Main area in anticipation of it eventually reopening to traffic. “We really believe that a pedestrian flow to Portage and Main is important so our engineers have been working on that.” He says they’re also looking at putting a walkway of some kind over the rail lines. Waterfront Drive may eventually be extended through Point Douglas. The plan will take shape over the next five years as the public consultations continue. There are no cost estimates at this point. This year marks the 25th anniversary of the Forks. [Note: here's more background if you're keen - http://www.theforks.com/railside]

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The first major academic study of protected bike lanes in the U.S. is out
by Dave Elmore 03 Jun '14

03 Jun '14

http://www.peopleforbikes.org/blog/entry/the-first-major-academic-study-of-p rotected-bike-lanes-in-the-u.s.-is-out It's a sign of how new the modern protected bike lane <http://www.peopleforbikes.org/green-lane-project/pages/protected-bike-lanes -101> is to the United States that we have known very little about them, scientifically speaking. Until now. Most academic studies of modern protected lanes have relied on data from countries where culture, land use, street design and social behavior are dramatically different (the Netherlands, Denmark, Germany) or from Canada, which has led the North American protected lane revolution <http://bikelanes.ca/on-urban-bike-infrastructure-canada-is-now-leading-the- way/> . Three widely noticed Canadian studies, led by Harvard's Ann Lusk <http://injuryprevention.bmj.com/content/early/2011/02/02/ip.2010.028696.ful l.pdf+html> , the University of British Columbia's Kay Teschke <http://cyclingincities.spph.ubc.ca/injuries/the-bice-study/> and Ryerson University's Anne Harris <http://injuryprevention.bmj.com/content/19/5/303.full> , focused mostly on safety. And though all three concluded that protected bike lanes greatly improve bike safety (28 percent fewer injuries per mile compared to comparable streets with no bike infrastructure using Lusk's methodology, 90 percent fewer using Teschke's; in Harris's study, protected lanes reduced intersection risk by about 75 percent), they've drawn some thoughtful criticism <http://injuryprevention.bmj.com/content/19/5/303.full/reply#injuryprev_el_1 0126> for underexamining the importance of intersections, where most bike-related conflicts arise. Today, Portland State University's National Institute of Transportation and Communities <http://otrec.us/NITC> released its voluminous findings <http://ppms.otrec.us/media/project_files/NITC-RR-583_ProtectedLanes_FinalRe portb.pdf> from a wide-ranging study of protected bike lane intersections in five U.S. cities. It's based on 204 hours of video footage that captured the movement patterns of 16,000 people on bicycles and 20,000 turning cars; on 2,301 surveys with people who live near the projects; and on 1,111 surveys of people using the protected lanes. "This has never been done on this scale - having five cities and a number of different sites being done at the same time," NITC spokesman Justin Carinci said in an interview Monday. "The number of hours of video review is unprecedented. But the perceptions piece is really the most definitive of it: This is a big enough sample that we could say for each of the (projects), people feel safe riding them. People say we should have more of them." The new study was co-funded by the U.S. Department of Transportation, the Summit Foundation <http://summitfdn.org/> and PeopleForBikes. The team was led by PSU's Christopher Monsere, Jennifer Dill, Kelly Clifton and Nathan McNeil. You can download the whole report <http://ppms.otrec.us/media/project_files/NITC-RR-583_ProtectedLanes_FinalRe portb.pdf> immediately, but if you want the Cliff's Notes, we'll be digging into this huge study here on the Green Lane Project blog one angle at a time, all this week: * Tuesday: How protected lanes affect ridership <http://www.peopleforbikes.org/blog/entry/everywhere-they-appear-protected-b ike-lanes-seem-to-attract-riders> * Wednesday: Protected bike lanes and intersection safety * Thursday: What protected lanes can't do * Friday: Finally, scientific evidence that changes to auto parking make people crazy Stay tuned - for those of us who see the potential for bikes to improve cities, the findings are exciting and the notes of caution are useful. We'll be here all week.

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Protected Bike Lanes Aren't Just Safer, They Can Also Increase Cycling
by Dave Elmore 02 Jun '14

02 Jun '14

http://www.citylab.com/commute/2014/06/protected-bike-lanes-arent-just-safer -they-can-also-increase-cycling/371958/ Not all bike lanes are created equal. A line in the pavement dividing cars from cyclists is nice, but it doesn't provide nearly the comfort of a protected bike lane - a track separated from vehicle traffic by a row of parked cars, or a curb, or at least a line of flexible posts. Cyclists who use protected lanes say they feel safer, and some studies show they truly are safer, with their risk of injury cut in half <http://www.citylab.com/commute/2012/10/dedicated-bike-lanes-can-cut-cycling -injuries-half/3654/> . That's great for committed riders and public health more broadly. But what about city residents who don't already ride a bike, perhaps due to safety fears? After all, it stands to reason that cities invest in bike infrastructure not just to secure the existing rider population, but to expand it. So is the assurance of a protected bike lane enough to make a cyclist of those who might otherwise choose another transportation mode? New research suggests that, to a modest extent, the answer is yes. Today a study team <http://otrec.us/project/583> led by Christopher Monsere of Portland State University released a thorough analysis of new protected bike lanes in five major U.S. cities. The researchers videotaped the new lanes, conducted local surveys, and gathered data on cycling trends to get a full picture of life in these new corridors - comparing what they found to rider habits before the protected lanes were installed. They found that ridership increased anywhere from 21 to 171 percent, with about 10 percent of new riders drawn from other modes. The analysis focused on new bike facilities along eight city streets: Barton Springs, Bluebonnet, and Rio Grande in Austin; Dearborn and Milwaukee in Chicago; Multnomah in Portland, Oregon; Oak and Fell (a street couplet) in San Francisco; and L Street in Washington, D.C. Some of the corridors had an unprotected bike lane before the study, others had nothing at all. While the research looked at a range of measures, including safety and lane design, we'll focus on ridership here. Cycling rates rose on the new lanes across the board. The following chart, prepared by the researchers, shows street ridership counts based on an average of city data and video analysis. The biggest gains - with ridership more than doubling - occurred on two streets converted into two-way lanes. That's to be expected, but the fact that even streets with an existing bike lane saw a spike in ridership shows just how attractive protected lanes are: http://cdn.theatlantic.com/newsroom/img/posts/2014/06/protected_lane_chart/7 f1810311.jpgVia Monsere et al (2014) Those results are impressive, but on their own they have limited meaning, since cycling in these cities is on the rise everywhere. A better baseline comparison comes by placing ridership in the new corridors against general trends across the city. Here, too, the protected lanes performed well. Ridership in the new lanes beat the city average along all but one street - and on that street (Milwaukee) it matched the average. http://cdn.theatlantic.com/newsroom/img/posts/2014/06/Change_in_Ridership_Av erage_Increase_Protected_Lanes_Citywide_Increase_chartbuilder/6600db3f3.pngC ityLab The key is not just whether the protected lanes attract more riders, but whether they attract new riders. In surveys, the researchers found that across all five cities, 65 percent of riders would have gone by bike along this street anyway, and that another 24 percent, evidently comforted by the protected lane, would have traveled by bike but gone a different route. Critically, 10 percent of the new riders would have taken another (unspecified) mode - a share that reached 21 percent along the Dearborn corridor in Chicago: http://cdn.theatlantic.com/newsroom/img/posts/2014/06/Shift_in_Ridership_Fro m_Other_Modes_New_Mode_chartbuilder/e2bb9ade5.pngCityLab (data for Bluebonnet not available) So protected bike lanes do seem to serve the double purpose of improving rider safety while also inspiring people to ride in the first place. There are some key caveats to keep in mind: the big percentage swings reflect relatively small total numbers, often in the tens of riders, and it's unknown how many riders made a true shift from driving (as opposed to from other transit modes). These are also five cities with growing bike cultures: it's unclear how well protected lanes would perform in places where cycling isn't already a rising subculture. But there's fewer of those places <http://www.citylab.com/commute/2014/05/rise-bicycling-smaller-and-midsize-u s-cities/9059/> every day, which is precisely the point.

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US Nonmotorized Transportation Pilot Program: 2014 Report: Continued Progress in Developing Walking and Bicycling Networks
by Beth McKechnie 02 Jun '14

02 Jun '14

---------- Forwarded message ---------- From: Terry Zdan <tjzdan50(a)gmail.com> Date: Mon, 2 Jun 2014 13:33:11 -0500 Subject: US Nonmotorized Transportation Pilot Program: 2014 Report: Continued Progress in Developing Walking and Bicycling Networks *http://www.fhwa.dot.gov/environment/bicycle_pedestrian/ntpp/2014_report/index.cfm <http://www.fhwa.dot.gov/environment/bicycle_pedestrian/ntpp/2014_report/ind…>* *13. ABSTRACT* *In 2005, the United States Congress directed the Federal Highway Administration (FHWA) to develop the Nonmotorized Transportation Pilot Program (NTPP). The program provided over $25 million in contract authority to four pilot communities (Columbia, Missouri; Marin County, California; Minneapolis area, Minnesota; and Sheboygan County, Wisconsin) for pedestrian and bicycle infrastructure and nonmotorized programs. This report summarizes the progress and results of the NTPP from August 2005 through December 2013, updating and expanding upon the analysis from the Report to the U.S. Congress on the Outcomes of the Nonmotorized Transportation Pilot Program, submitted by the Federal Highway Administration in April 2012. This report analyzes the results through December 2013 of the NTPP in terms of program implementation, transportation mode shift toward walking and bicycling and associated improvements pertaining to access and mobility, safety and public health, and the environment and energy. From 2007 to 2013, the pilot communities observed an estimated 22.8 percent increase in the number of walking trips and an estimated 48.3 percent increase in the number of bicycling trips. This report examines how the NTPP pilot communities provide examples to other communities interested in implementing and evaluating nonmotorized investments.* -- Terry Zdan 126 Duncan Norrie Drive Wpg MB R3P 2J9 CANADA tjzdan50(a)gmail.com <tjzdan(a)gmasil.com> ng. Support our work by becoming a member <http://greenactioncentre.ca/support/become-a-member/>

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City of Montreal to pump $10 million into expanding bike paths (May30'14)
by Beth McKechnie 31 May '14

31 May '14

City of Montreal to pump $10 million into expanding bike paths Critics call the plan too timid, considering recent deaths BY MICHELLE LALONDE, THE GAZETTE MAY 30, 2014 http://www.montrealgazette.com/City+Montreal+pumps+million+into+expanding+b… MONTREAL — The city of Montreal will spend $10 million to expand and improve bike routes this year and will likely begin construction of a 14-kilometre bike path along a Canadian Pacific rail line spanning the island from north to south. The city will add a total of 50 kilometres of bike lanes and paths this year, in a total of 49 different locations. There will also be 24 projects to repair existing paths or lanes. Aref Salem, responsible for transportation issues on the city's executive committee, said construction of a 14-kilometre "Véloroute" from Rivière-des-Prairies to the St. Lawrence River could begin this fall if negotiations between the city and the railway result in a settlement. If not, an arbitrator will be appointed to resolve the issue, but Salem said he is confident the project will go ahead. The Véloroute will become the "spinal cord" of Montreal's cycling network, Salem said, connecting the Île Perry Bridge to Laval and the Notre Dame bike path that connects to Île Ste-Hélène, Île Notre-Dame and the South Shore. "The Véloroute will enchant cyclists who want to cross the city completely protected from car traffic, in an environment that is welcoming to the whole family," Salem said. He said construction on phase one of the Véloroute, from the Île Perry Bridge to Henri-Bourassa Blvd. should begin this fall. The route will offer easy access to métro and train stations along the way. But critics immediately denounced this year's bicycle infrastructure plan as timid, considering the recent deaths and serious injuries of cyclists and the administration's promise to act quickly to significantly improve cycling safety through infrastructure changes. The city has budgeted the same amount as last year for bike routes, they noted. The city's goal, according to the 2008 Transportation Plan, was to grow its cycling network from 400 to 800 kilometres of bike routes by 2015. (Bike routes include painted bike lanes, pictograms on the roads indicating safe bike routes, protected bike paths on roads, paths on sidewalks, and off-road paths shared with walkers and joggers.) The goal was not met, Aref conceded, as the total is currently only 650 kilometres, but he said the new administration intends to exceed 800 kilometres by 2017. "We would like them to be a lot more ambitious," said Mariane Giguère, Plateau-Mont-Royal borough councillor and Projet Montréal's critic on cycling issues. She said more work needs to be done immediately to make intersections and major arteries safer, and more protected bike paths must be built if the city really wants to persuade more people to use bikes for transportation. "It's not only about adding more kilometres of bike paths," she said. "We are looking for quality ... if we want to increase the number of people who use bicycles to get around the city every day, we need to offer safer routes, not just in the periphery but where most people live and work." Suzanne Lareau, executive director of the cycling advocacy group Vélo Québec, said the plan for this year is quite good, but more could be done. "We always want more, but 50 kilometres is not bad. There are some interventions that are really significant like at St-Laurent Blvd. and Bernard St., and remember that sometimes there are links of only half a kilometre that are extremely structurally important because they allow cyclists to go from Point A to Point B (safely) where there had been a gap in the route before." But she was disappointed the city has still not announced a solution for giving cyclists a safer route leading from Old Montreal north up to the area where St-Laurent Blvd. and Bellechasse St. intersect. She said that segment of St-Laurent is very busy and dangerous for cyclists going north and they need a protected lane or a safer alternative route nearby, along Clark St. or St-Dominique St. for example. The city plans to paint two more green bicycle boxes at busy intersections, similar to three existing pilot projects on Milton St. and University St., on Villeneuve Ave. at St-Urbain St., and on Laurier St. at St-Laurent Blvd. These painted green areas on the pavement indicate that cyclists can gather in front of cars at intersections and have priority to proceed before waiting vehicles when the light turns green. The new ones will be on Laurier St. at St-Denis St., and on Thimens Blvd. at Cavendish Blvd.. Lareau applauded these plans but said bike boxes should be painted at about 30 intersections where bicycle traffic is heavy, considering they are proven to improve safety and do not cost much. She would also like to see coloured bicycle lanes painted through the city's most dangerous intersections, so vehicles are expecting cyclists and so that cyclists follow a clearly delineated route. But Lareau said she finds the new city administration of Mayor Denis Coderre to be very receptive to ideas for improving cycling safety. "They really are in listening mode," she said. *For the list of projects planned for this year, go to:www.ville.montreal.qc.ca/velo <http://www.ville.montreal.qc.ca/velo>* <mlalonde(a)montrealgazette.com> <mlalonde(a)montrealgazette.com> mlalonde(a)montrealgazette.com © Copyright (c) The Montreal Gazette

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New from the NCCHPP - 30 km/h speed limits & 3.0m traffic lanes
by Beth McKechnie 29 May '14

29 May '14

*Our apologies for cross-posting.* Dear colleagues, The National Collaborating Centre for Healthy Public Policy (NCCHPP) recently published two briefing notes documenting municipal norms that have the potential to help create environments promoting safe, active transportation. These documents are available in both English and in French on the NCCHPP's Website: *A 30-km/h Speed Limit on Local Streets* http://www.ncchpp.ca/175/publications.ccnpps?id_article=1080 <http://netmail.ccnpps.ca/redirect.aspx?id=992827&idcampagne=2514&url=http%3…> (En) http://www.ccnpps.ca/187/publications.ccnpps?id_article=1081 <http://netmail.ccnpps.ca/redirect.aspx?id=992827&idcampagne=2514&url=http%3…> (Fr) *Traffic Lane Width of 3.0 m in Urban Environments* http://www.ncchpp.ca/175/publications.ccnpps?id_article=1097 <http://netmail.ccnpps.ca/redirect.aspx?id=992827&idcampagne=2514&url=http%3…> (En) http://www.ccnpps.ca/187/publications.ccnpps?id_article=1096 <http://netmail.ccnpps.ca/redirect.aspx?id=992827&idcampagne=2514&url=http%3…> (Fr) To learn more about this project, click here: http://www.ncchpp.ca/en/IndexNoComments.aspx?sortcode=2.4.14.15.16 <http://netmail.ccnpps.ca/redirect.aspx?id=992827&idcampagne=2514&url=http%3…> If you have questions or feedback, please contact Olivier Bellefleur at olivier.bellfleur(a)inspq.qc.ca <http://netmail.ccnpps.ca/redirect.aspx?id=992827&idcampagne=2514&url=mailto…>, or François Gagnon at françois.gagnon(a)inspq.qc.ca <http://netmail.ccnpps.ca/redirect.aspx?id=992827&idcampagne=2514&url=mailto…>. Kind regards, Marianne Jacques Network Development Officer National Collaborating Centre for Healthy Public Policy Institut national de santé publique du Québec (INSPQ) 190 Crémazie Est, Montréal, Québec Phone : 514-864-1600, ext. 3613 Email : marianne.jacques(a)inspq.qc.ca <http://netmail.ccnpps.ca/redirect.aspx?id=992827&idcampagne=2514&url=mailto…>

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